Fuel-feeding device for internal-combustion engines.



C. M. ALLEN.

FUEL FEEDING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED saw. 1. 1914.

1 9 L 97.4%5. Patented New. 5, 1916.

2 SHEETS-SHEET I.

v Km Z224 C. M. ALLEN.

FUEI. FEEDFNG DEVICE FOR LNTERNAL'COMBUSTION E-NG!NES\ APPLICAILON FILED SEPT. I. 1914 1 1 97,425; I I Patented Sept. 5, 1916 2 SHEETSSHEET 2.

WITLTESSESE:

CHARLES M. ALLEFT, OF SAN FRANCISCO, CALIFORNIA.

FUEL-FEEDING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Original application filed June 16, 1914,

To all whom it may concern:

Be it known that 1, CHARLES M. ALLEN, a citizen of the United States, residing in the city and county of San Francisco and State of California, have invented new and useful Improvements in Fuel-Feeding vDevices for Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, and especially to a liquid fuel means for engines of the Diesel type.

The present application is a division of my original application Serial Number 845,382, filed on or about June 16, 1914.

The invention consists of the parts and the construction and combination of parts as hereinafter more fully described and claimed, having reference to the accompanying drawings, in which Figure 1 is a central vertical section through the engine, showing the valve in the exhausting position. Fig. 2 is a similar section, showing the valve in the by-passing position? Fig. '3 is a cross section of the valve.

Referring to the. drawings, A and B indi cate a pair of superposed working cylinders, in the lower of which is reciprocally mounted an ordinary trunk iston 2 which is connected to a crank-sha t 3 in the usual manner by means of a connecting-rod 4.

Mounted in the upper cylinder B, which is considerably larger in diameter than the cylinder A,is a double-acting piston 5 which operates in unison with the piston2, being directly connected therewith by means of a piston-rod 6. Formed on the side of the lower cylinder, and in a position approximately midway between the upper and lower cylinders, is a cylindrical-shaped, primary combustion cylinder 7. In this cylinder 7 is mounted a piston valve 8, and connecting said cylinder with an exhaust pipe 9 and the upper and lower work cylinders are ports 10, 11 and 12, respectively; a threeway port 13 being provided in the piston valve to form communication between the several ports at fixed time periods hereinafter to be described.

The piston valve is adapted to be reoiprd cated in the cylinder 7 through the following connections: Suitably secured upon the crank-shaft is an eccentric 14, and connecting the eccentric with a pivoted rocker-arm 15 is a link 16. The opposite side of the Specification of Letters Patent.

Serial No. 845,382.

1914. Serial No. 859,619.

Patented Sept. 5, 1916.

Divided and this application filed September 1,

rocker-arm 15 is connected through means of a link 17 with a valve stem 18 by which the iston valve is carried. Forming communication between the upper end of cyllnder B and cylinder 7 is a port 19 and mounted at the lower end of said port, orm the head of the cylinder 7, is asuit-able form of check valve 20. An admission valve of a similar type, indicated at 21, is mounted on the head of the cylinder for the purpose of admitting air on the down stroke of plston 5. This valve will, however, automatically close on the up stroke of the piston and the air will consequently be highly compressed and forced out and down through port 19 into the cylinder 7 where it is checked from returning back to the cylinder B by the valve 20.

. The engine shown in the vpresent instance is operated on the Diesel principle, but an ignition plug, or similar means, may be mounted in the head of cylinder 7 if it is desired to operate it on the ordinary low pressure, two-cycle principle. The air com pressed by piston 5 and by which cylinder 7 is charged is supposed to attain a pressure of approximately five hundred pounds and a temperature sufiiciently high to ignite any combustible material which may be sprayed or otherwiseinjected into the cylinder.

A fuel pump 22, of suitable construction, operated by means of a rocker-arm 23 and a link 24 directly connected with the main connecting-rod is provided in the resent instance. The fuel discharging rom said pump is conveyed through a pipe 25 up into 'a fuel or equalizing chamber 26 from which it is permitted to pass through a radial port 27, in which is mounted a releasing valve 28. The fuel, when liberated by the releasing valve in a manner hereinafter to be described, is finally permitted to escape .through a suitable form of nozzle, indicated at 29, from where it is injected directly into the cylinder 7, which has previously been charged with air 'under high compression and of sufficient temperature to ignite the fuel thus injected or admitted. The equalizing chamber consists of acyl inder 26, in which is mounted a piston 30, on the upper end of which is mounted a spring 31. The tension of the spring 31 is controlled by an adjustable cross-head 32. Any over supply of fuel or oil pumped into the equalizing chamber will cause the piston 30 to rise a sufficient distance to open a bypass port 33, which is connected by a pipe 34 with the suction side of the pump. The volume of fuel admitted through the radial port 27 and releasing valve 28 is in turn controlled by a suitable form of needle valve 35.

The opening of the releasing valve at certain time periods is accomplished in the following manner: A link 36, pivotally connected in a bracket 37 at one end and connected with the valve stem 18 at the other end, is provided. An adjustable contact 38 is mounted on the link which is adapted to engage with the lower end of the releasing valve and lift the same asuflicient distance to permit the escape of a desired quantity of fuel into the'nozzle.

Beginning with the first operation, which is the downward stroke of the connected pistns in the superposed cylinders, valve 21 will first open and permit the upper cylinder to fill with air. The next operation is the upstroke of the connected pistons which compresses the air and forces it through port 19 and valve 20 into the cylinder 7. The fuel pump will, at the same time, force a charge of oil up into the equalizing chamber and the radial port 27. The air admitted or forced into cylinder 7 has attained a sufiicient temperature to cause any fuel, suchas oil, to be ignited when injected. On the down-stroke of the connected working pistons, piston valve 8 is raised into the position indicated in Fig. 1 where port '12 is uncovered. The upward movement of the piston to uncover this port will at the same time raise the link 36 sufficiently to bring the adjustable stop 38 in a position where it will raise the releasing valve 28. The fuel oil under high pressure previously supplied by the pump is thus permitted to escape from the radial port 27 and nozzle 29 into cylinder 7 where it is immediately ignited by the high temperature of the air under compression contained therein. The products of combustion thus formed underhigh temperature are then permitted to escape through the port 12 into the cylinder A, causing the pistons 2 and 5 to move in a downward direction. The fuel pump will in this instance move in an upward direction and take in fuel. The next stroke of the pistons in an upward direc tion will cause the piston valve 8 to move.

down in the position indicated in Fig. 2 where the three-way port 13 forms a bypass connection between the ports 11 and 12.

This will permit the products of combustion which have only partly expanded in cylinder A to escape through the ports 11, 12 and 13 into the lower end of cylinder B where they are permitted to completely expand; the expansive force being transmitted to the lower side of piston 5 which now acts as the driver. At the same time that piston 5 is being lifted by the expansive action of the gases, a new charge of air, having previously been admitted through the 78.11%? 21, is being compressed and cylinder 7 charged. Valve 8 will, at the end of the upper stroke, move 'into the position indicated in Fig. 1 where the three-way port 13 has opened communication between the cylinders 7 and A through means of the port 12. The next down stroke of the con nected pistons will cause the expanded gases in the cylinder B to exhaust through the ports 10, 11 and 13 and will also cause the link 36 to trip the releasing valve which j will inject the oil, as previously described, through the nozzle 29. The oil is immediately ignited and expanded through port 12 into the cylinder A. It can thus be seen that exhaust is taking place from the upper cylinder on the down stroke, while primary combustion and expansion are taking place in the cylinders 7 and A, and that bypassing of the gases from the cylinder A to cylinder B is taking place on the up stroke at the same time that compression to charge the cylinder 7 is taking place. A two-cycle engine with a double power stroke is thus practically produced, as the expansive force of the primary charge in cylinders 7 and A drives the connected pistons in a downward direction while the expansive force of the products of combustion in the upper cylinder drives the pistons in an upward direction.

The time of fuel admission may be advanced or retarded by changing the position of the contact 38, and the-volume of fuel admitted through the releasing valve and connected nozzle may be easily regulated by the needle valve indicated at 35; any over supply of fuel being taken care of by the plunger 30 which controls the bypass port 33 and the return pipe 34:.

Various changes in form, proportions and sorted to within the scope of the appended claims and I do not wish to limit myself to the specific design and construction here shown.

The materials and finish of the several parts of the engine are such asthe experience and judgment of the manufacturer may dictate.

The upper and lower ends of the cylinder 7, that is, the opposite sides of the piston valve 8, are always in communication with each other through a pair of vertically dispolsed ports 40 and 41 formed in the piston va ve.

Having thus described my invention what I claim and desire to secure by Letters Patent is 1. The combination with the primary combustion chamber in an engine of the character described and a reciprocatory element therein, of a laterally extending support provided with a fuel chamber and a a duct leading from the fuel chamber to the LII combustion chamber, a valve interposed in the duct and having its stemextending below the lateral support, a depending bracket on the latter, and a lever pivoted at one end to the bracket and at its opposite end to the reciprocatory element, said lever underlying the valve stem and operatively engaging thei ewith for operating the valve.

2. The combination with the primary combustion chamber. in an engine of the character described and a reciprocatory element therein, of a laterally'extending support provided with a fuel chamber having an inlet in its bottom, a lateral duct leading to the combustion chamber, and a reduced vcylinder portion extending upwardly from its top, a pump connected with the inlet of piston, a'valve interposed in the lateral duct and having a stem projecting below the lateral support, a bracket depending from the latter, and a lever pivoted to the bracket and operable by the reciprocatory element,

said lever underlying and operably engaging the valve stem.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

l CHARLES M.-ALLEN.

' \Vitnesses:

JOHN; H. HERRING, W. W. HEALEY. 

